modeling the dacia duster 4x4 rear axle · keywords: autodesk inventor, assemblage, dacia duster,...
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THE ANNALS OF “DUNĂREA DE JOS” UNIVERSITY OF GALAŢI
FASCICLE V, TECHNOLOGIES IN MACHINE BUILDING,
ISSN 2668-4888, 2018
29
MODELING THE DACIA DUSTER 4x4 REAR AXLE
Daniel Trestianu1, Nicușor Baroiu
2, Viorel Păunoiu
2
1 Groupe Renault/Renault Technologie Roumanie, Voluntari, România
2 Department of Manufacturing Engineering, “Dunărea de Jos” University of Galați, România
ABSTRACT The success of the brand Dacia is explained by the fact that vehicles produced in
Romania, from Mioveni, offer an unbeatable price-quality-benefit-reliability ratio.
Over 93% of the vehicle production in Mioveni is exported in 34 countries on four
continents. With a production capacity of 350,000 units per year, the Dacia Vehicle
Plant ensures both the production range of vehicles made up of Logan sedan, Logan
MCV, Logan Van, Dacia Sandero and Dacia Duster, one of the most popular car
brands, and manufacture of spare parts. This paper aims to make the presentation of
the steps to be followed in order to achieve the 3D model of a Dacia Duster's items
of its rear axle and assembling the components using the software Autodesk Inventor
2015 in order to be able to do the calculations necessary to optimise the suspension.
KEYWORDS: Autodesk Inventor, Assemblage, Dacia Duster, Rear Axle.
1. INTRODUCTION
The rear axle of a vehicle is meant to take over
all the forces and torques which occur in the center of
the rear wheels of the vehicle and to pass them on to
the elastic elements of the suspension and the frame
or the bodywork of the vehicle [1], Figure 1.
Fig. 1. Rigid rear axle [1]
Depending on the steering mechanism, rear
axles can be rigid, on weighbridges, or on semi-rigids
[2]. Each of these categories has, in turn, several types
of axles for vehicles, which are named according to
the type of the suspension [3]. The rigid axle is the
first axle the vehicles were equipped with. This
formed an assembly together with the suspensions of
the leaf spring, which can be found very rarely
nowadays. Rigid axles are also used only at certain
commercial and off-road vehicles, where the
impeccable ride is compromised in favour of
durability on rough terrain [4]. Within an axle on
weighbridges, the wheels have independent
suspension, and the arms no longer spin inside the
shaft, but freely, if it is about a live rear axle.
In comparison with the rigid axle, which is
basically a single large and voluminous assembly [6],
the axle on weighbridges is made up of several items,
much smaller in size, Figure 2, [7-8].
Fig. 2. Independent rear axle [7]
Semi-rigid axle is, in other words, a middle
ground, because it is also composed of a single metal
piece [9], exactly as the rigid axle, but has an
increased mobility due to certain arms with big
bushings that allow a vertical movement.
THE ANNALS OF ”DUNĂREA DE JOS” UNIVERSITY OF GALAŢI FASCICLE V
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2. MODELLING THE ELEMENTS
For modelling the rear axle, component items
were measured on the real model.
Fig. 3. Implementation of the first floor
Modelling the component items was done with
Autodesk Inventor software in the Part module. For
starters, we established the modelling of the front
frame. To build up the front frame, we started with
modelling the cylindrical shaft then moved on to
modelling the floor which is welded at the front frame
of the shaft. A plate was defined for this model, after
which we designed the outlines of the floor, and by
the control Extrude, the edge of the workpiece was
cut, Figure 3. The two inner outlines were cut out,
after which we used the Thread control in order to
obtain a more realistic form.
Fig. 4. Design stages of the first floor
When we reached the approximate form of the
workpiece, we used the control Shell, in order to
design the inner form and to keep the same thickness
throughout the floor, resulting in the form shown in
Figure 5.
Fig. 5. Using the control Shell
For the second floor we used the similar method
like we did in the case of the first floor, as shown in
Figure 6.
Fig. 6. Designing the second floor
Designing the first assembly
In order to design the first assembly, the two
floors have been imported into the Assembly module;
they were adjusted to the required size, after which
we used the control Like, in order to add the upper
shaft.
We used the control Mirror, in order to generate
symmetrical floors.
Fig. 7. Designing the floors with upper shaft
Designing the second assembly
We modelled the rear floor as in the previous
model, and then were assembled with the upper shaft.
Fig. 8. Designing the rear floor assemblies
with upper shaft
Designing joint profiles between floors
For the joint profile we made a rectangular
frame. From this we extracted a piece, in order to
become a U-profile, then to make a sketch; we used
the control Loft to design the end piece of the shaft.
We used the same method for the other end piece,
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designing another sketch, because the two end pieces
are not symmetrical.
Using the control Thread we adjusted the
workpiece to a more realistic form.
As soon as the workpiece was finished, we
continued with the assembly, after which, with the
help of adjustments, the workpiece was placed in a
functional working position. Using the control Mirror
we generated the other symmetrical workpiece.
Fig. 9. Designing joint profiles between floors
Designing joint profiles between upper shafts
In order to design the profile we used the control
Extrude: initially, we made the sketch of the profile
and then we generated it.
The outlines of the upper pipes were modelled
and we generated the fixing holes of the frame on the
bodywork.
After designing the profile, we continued with
the assembly, where this profile was placed, and by
using the control Mirror, we generated the second
symmetrical workpiece, as shown in Figure 10.
Fig. 10. Designing joint profiles between upper shafts
Designing the welding assembly
The whole assembly was turned into a welded
assembly, and with the control Chamfer we generated
an optimal model of the seam weld.
With the control Welds we generated seam
welds between pieces, Figure 11.
We used the same method to generate the seam
welds along the whole frame, Figure 12.
Fig. 11. Designing the welded assembly
Fig. 12. Welded assembly of the frame
Designing the steering knuckle and positioning
it into the assembly
For this workpiece we generated the sketch for
the body, in which the bearing is fixed. After defining
the sketch we used the control Revolve and the body
of the steering knuckle was generated.
Fig. 13. First sketch of the steering knuckle
After generating the body, we modelled the
frame in which the screws are inserted for the brake
drum.
Fig. 14. Sketch of the lower frame
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Using the control Extrude we generated the port
in which the vehicle speed sensor (VSS) of the wheel
was inserted.
Fig. 15. Port of the speed sensor
Next we created the first plan of the arm,
followed by the design of the sketch on this plan. We
created the first plan of the arm, followed by the
design of the sketch on this plan.
Fig. 16. Sketch of the first shaft of the steering
knuckle
The sketch that we generated was extruded, and
then the other two plans were created for the next
arms.
Fig. 17. Sketches of the other two arms of the steering
knuckle
After creating and extruding the sketches, we
obtained the arms presented in Figure 18.
Fig. 18. Arms of the steering knuckle
By repeated controls we modelled each arm,
individually, the controls being multiple. The most
frequently used controls were: Extrude, Chamfer,
Fillet, Sweep and Delete face, resulting from Figure
19.
Fig. 19. Final form of the steering knuckle
The resulting workpiece was placed in the
assembly, with the control Axis, an axis which was
linearly and angularly positioned in relation to the
front frame and the steering knuckle.
Fig. 20. Positioning the steering knuckle
After generating the axis and the plan, the
steering knuckle was bound on the two items. Later,
bushings were created inside the arms of the steering
knuckle, using the control Revolve.
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Creating lower arms that link the steering
knuckle to the frame
Lower shaft is an element that connects the
steering knuckle to the frame, and limits the
movement of the steering knuckle only on a single
axis. The end piece that connects to the steering
knuckle was created. Initially, for this end piece, we
created a sketch which was extruded, following that,
on the resulted block, a sketch with the outline of the
workpiece was designed, this being extruded by
cutting. The margins were rounded using the control
Fillet. The pocket inside the workpiece was created
using the control Shell, the mounting holes will be
made using the control Extrude.
Fig. 21. Junction end of the lower shaft
The end that connects to the frame was created
using the controls Extrude and Chamfer. The two
items were placed in the assembly and positioned in
those point.
We created an axis that intersects the center of
the end piece that is connected to the workframe, at
the end piece that connects to the steering knuckle.
Then we created a sketch on the end piece
which connects to the steering knuckle.
Next, we generate the shaft between the end
pieces, and using the control Sweep, we selected the
sketch that defines the thickness of the shaft.
Fig. 22. Lower shaft
In order to create a common body, the three
components thus created were imported into a new
assembly. After their assemblage, a welded assembly
was created and the seam welds were generated.
For the other shaft, being unsymmetrical,
placing the two elements in position was once again
required. It was generated a new axis, by using the
same method as with the first shaft, resulting in the
assembly presented in Figure 23.
Fig. 23. Assembly of the two lower shafts
Creating the dumper spring
The damper spring is a device used for damping
a shock, a noise or an oscillation phenomenon of a
technical system. For this assembly, we starter by
modelling the inner support using the control Extrude;
profile and support for the wireframe of speed sensor
was generated. Mounting holes for the supports of the
steering knuckles and bevels were made using the
same control.
Fig. 24. Inner connecting support with steering
knuckle
The next item to be modelled was the inner
support; also, using the control Extrude, we designed
the profile, the lower and the upper margin, after
which the control Fillet was used in order to obtain a
more realistic form. The other modelled components
are presented in Figure 25 and Figure 26, in which
controls such as Extrude, Chamfer and Fillet were
used.
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Fig. 25. Outer mounting support for the steering
knuckles
Fig. 26. Components necessary to assembly the
damper
After designing the damper, it was assembled on
the steering knuckle and using the control Mirror,
symmetrical workpieces were generated, resulting in
the assembly presented in Figure 27 and Figure 28.
Fig. 27. Symmetrical form of the damper and the
steering knuckle
Fig. 28. Final form or the rear axle of Duster 4x4
3. CONCLUSIONS
The suspension system technical condition is very
important for driver and passengers comfort, as so as
for the reliability and maintainability of the others
parts and subsystems included and dependent from
suspension system.
This modelling was made in order to carry out
tests on the 3D model and optimize the manufacturing
process. For reasons of trade secrets, as a set of
techniques, procedures and know-how elements based
on which the car body components were designed,
data containing numerical and dimensional values of
the previously submitted landmarks could not be
presented.
ACKNOWLEDGEMENTS
This work was supported by a grant of the
Romanian National Authority for Scientific Research
and Innovation, CNCS-UEFISCDI, project number
PN-III-P1-1.2-PCCDI-2017-0446 - TFIPMAIAA,
Intelligent manufacturing technologies for advanced
production of parts from automobiles and aeronautics
industries.
REFERENCES
[1] http://www.saabcentral.com/~munki/technical/suspension_
steering/tech_specs.htm; [2] https://www.4tuning.ro/tehnica-auto/totul-despre-tipurile-de-
punti-si-suspensii-pe-care-le-au-masinile noastre-21310.html;
[3] Corolencu, E.N. Teodor, V.G. (2017), Front Axle of Mercedes AMG GT. Modelling in Autodesk Inventor, Journal of Industrial
Design and Engineering Graphics - JIDEG, Vol. 12, Issue 1, pp.
91-96, ISSN 1843-3766; [4] https://www.4tuning.ro/ghidul-soferului/tipurile-de-punti-pe-
care-le-au-masinile-noastre-33234.html;
[5] http://www.saabcentral.com/~munki/technical/suspension_ steering/tech_specs.htm;
[6] http://www.scritub.com/tehnica-mecanica/Compu nerea-de-
baza-a-puntilor81221.php; [7] Băldean, D., (2014), Construcția și calculul automobilelor –
suport de curs (Automobiles construction and calculus – course
support), UT Press, Cluj-Napoca, ISBN 973-606-737-020-1; [8] https://www.turbosquid.com/3d-models/3d-max-rear-
independent-suspension/1085406;
[9] Baroiu, N., David, M., Susac, F. (2014), Study Concerning the Ball Joint Functionality of a Vehicle Steering System, The Annals
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